SECOND 



T F 

^i'^V'ia/^^^ SUPPLEMENT TO THE VOLUME 

AIR BRAKE 



OF 



THE SCIENCE OF RAILWAYS 



BY 



MARSHALL M. KIRKMAN 



EMBODYING DESCRIPTION AND INSTRUCTION FOR 
THE MANIPULATION OF. 
THE NEW YORK ENGINE AND TENDER AUTOMATIC CONTROL 
BRAKE EQUIPMENT. 



CHICASO 

CROPLEY PHILLIPS COMPANY 
1911 




Copyright F [ ^{^{c K-^ 



COPYRIGHT DEPOSIT. 



-a 



^9 



^d^ 



The Science of Railways 

For the convenience of those interested particularly in certain 
lines of work, Kirkman's "Science of Railways'' is divided and 
sold in groups, as follows : 

The price of these groups, and for the complete set, are spe- 
cially made to railway employes, and payment may be made on 
the monthly installment plan if desired. The books are bound 
in half leather, and are a handsome addition to any library. 



Group A, MOTIVE POWER DEPT., 6 
Vol., 3 Portfolios, Price, $30.0O. 

Locomotive and Motive Power Depart 

ment. 
Engineers' and Firemen's Handbook. 
Locomotive Appliances. 
Electricity Applied to Railways. 
Air Brake — Construction and Working. 
Operating Trains. 
Portfolio of Locomotives. 
Portfolio of Air Brake. 

Group B, AGENTS AND OPERATORS, 
5 Volumes, 3 Portfolios, Price, 
$25.00. 

Passenger Traffic and Accounts. 
Freight Traffic and Accounts. 
Collection of Revenue. 
Electricity Applied to Railways. 
Operating Trains. 
Portfolio of Locomotives. 
Portfolio of Air Brake. 

Group C. OFFICES AND STATIONS. 9 
Vols., 3 Portfolios, Price, $33.00. 

Organization of Railways — Financing. 
Passenger Traffic and Accounts. 
Freight Traffic and Accounts. 
Safeguarding Railway Expenditures. 
General Accounts and Cash. 
Collection of Revenue. 
Railway Rates and Government Owner- 
ship. 
Electricity Applied to Railways. 
Operating Trains. 
Portfolio of Locomotives. 
Portfolio of Air Brake. 

Group D, ROADWAY AND TRACK. 3 
Vols., 1 Portfolio, Price, $10.00. 

Building and Repairing Railways. 
Safeguarding Railway Expenditures. 
Portfolio of Locomotives. 

Group E, CAR SHOPS, 2 Vols., 2 Port- 
folios, Price, $15.00. 

Cars — Construction, Handling and Su- 
pervision. 
Air Brake — Construction and Working. 
Portfolio of Cars. 
Portfolio of Air Brake. 



Group F, LOCOMOTIVE SHOPS, 4 
Vols., 3 Portfolios, Price, $30.00- 

Locomotive Appliances. 

Shops and Shop Practice. Vol. I. 

Shops and Shop Practice, Vol. 11. 

Air Brake— Construction and Working. 

Portfolio of Locomotives. 

Portfolio of Air Brake. 

Group G, ROUNDHOUSE, 2 Vols., 2 
Portfolios, Price, $15.00. 

Shops and Shop Practice, Vol. T. 
Shops and Shop Practice, Vol. II. 
Portfolio of Locomotives. 
Portfolio of Air Brake. 

Group H, TRAIN MEN, 3 Vols., 3 Port- 
folios, Price, $18.00. 

Operating Trains. 

Cars — Construction, Handling and Su- 

pervision. 
Air Brake — Construction and Working. 
Portfolio of Cars. 
Portfolio of Air Brake. 

Group I. Full Set 17 Vols., 3 Port, 
folios. Price, $45.00. 

Locomotive and Motive Power Depart- 
ment. 

Engineers' and Firemen's Handbook. 

Locomotive Appliances. 

IHectricity Applied to Railways. 

Care — Construction, Handling and Su- 
pervision. 

Air Brake — Construction and Working. 

Operating Trains. 

Collection of Revenue. 

Building and Repairing Rallwajrs. 

Organization of Railways — Financing. 

Passenger Traffic and Accounts. 

Freight Traffic and Accounts. 

Safeguarding Railway Expenditures. 

General Accounts and Cash. 

Railway Rates and Government Owner- 
ship. 

Shops and Shop Practice, Vol. I. 

Shops and Shop Practice, Vol. 11. 

Portfolio of Locomotives. 

Portfolio of Cars. 

Portfolio of Air Brake. 



Full information furnished on request. 

CROPLEY PHILLIPS COMPANY, Publishers 

TRIBUNE BUILDING 
CHICAGO 



SECOND 
SUPPLEMENT TO THE VOLUME 



AIR BRAKE 

7 V 

OF 



THE SCIENCE OF RAILWAYS 



BY 



MARSHALL M. KIRKMAN 

U 



EMBODYING DESCRIPTION AND INSTRUCTION FOR 

THE MANIPULATION OF 

THE NEW YORK ENGINE AND TENDER AUTOMATIC CONTROi 

BRAKE EQUIPMENT. 



CHICAGO 

CROPLEY PHILLIPS COMPANY 
1911 



A^ 









Copyrigrht by 

Cropley Phillips Company 

1911 



All Rights Reserved. 



©CI.A28r>4iB 



cr^ 



I^E NEW YORK AUTOMATIC CONTROL 

EQUIPMENT 

FOR LOCOMOTIVE AND TENDER 

This new and improved locomotive and tender brake equipment 
is known as The New York Automatic Control Equipment. 

It is claimed by the manufacturers to furnish all the advantage^ 
ous features of the combined automatic and straight air brake. 

The apparatus is the same for all locomotives, and the Auto- 
matic Control Equipment can, therefore, be applied to passenger 
engines hauling either high-speed trains or ordinary passenger 
trains, and to locomotives in freight or switching service, or for 
double pressure control operation. 

The locomotive and train brakes can be used together, or the 
locomotive brakes separately, as desired, and it makes no differ- 
ence in what part of the train the locomotive is located. 

The brakes can be applied as lightly or as heavily as desired, 
and the brake pressure so obtained will be automatically maintained 
in the locomotive brake cylinders, in spite of leakage or variation 
of piston travel. 

The locomotive brakes can be graduated on and off as desired — 
thus enabling better stops to be made, and assuring smooth han- 
dling of trains. 

One important feature claimed for the former automatic and 
straight air brake is part of this Automatic Control Equipment, 
viz. : maintaining the automatic and straight air brakes as two sep- 
arate units, so that their operation can be independent of one 
another. If either the automatic or straight air brake should 
become inoperative, the defective brake will not interfere with the 
proper operation of the other brake. This is a feature of great 
value, as it is very necessary that a good brake shall always be 
available on the locomotive and tender, particularly when the loco- 
motive is detached from the train. 

The following parts of the Automatic Control Equipment are of 
special interest, viz. : 

1. Automatic Control Valve complete with double chamber 
reservoir, and taking the place of triple valves, auxiliary reservoir, 



6 THE AIR BRAKE. 

high-speed reducing valves, etc., heretofore required in the auto- 
matic brake system for locomotive and tender. 

2. Automatic Brake Valve, for operating the automatic brakes 
on the engine and train as usual. 

3. Independent Brake Valve, for operating the locomotive 
brakes only. 

4. Double Throw Check Valve, to insure the independent 
brake operation under all conditions, and regardless of the Auto- 
matic Control Valve. 

5. Double Pressure Feed Valve, for supply and control of 

brake pipe pressure. 

6. Reducing Valve, for obtaining the pressure which the 
independent locomotive brake is designed to use, also for obtain- 
ing the required air signal pressure on passenger engines, when so 
desired. 

7. 5-iNCH Duplex Air Gauge, one hand of which shows main 
reservoir pressure ; the other hand showing pressure in the equal- 
izing reservoir. 

8. 31^-iNCH Duplex Air Gauge, one hand of which shows 
brake pressure ; the other hand showing brake cylinder pressure on 
the locomotive. 

9. Special Release Valve, to keep the brakes released on 
locomotive while remaining applied on the train, when so desired. 

When repair, or replacement of the valves is necessary, they 
can be removed without breaking pipe joints. 



OPERATION, 

When not in use, keep handle of automatic brake valve in Run- 
fiing position, and handle of straight air brake valve in Release 
position. 

For Service Application, move handle of the automatic brake 
valve to the Service position until the required brake pipe reduc- 
tion is made, then back to Lap position, .which is the position used 
to keep brakes on. 

To release the train brakes, move handle of the automatic brake 
valve to the Release position and hold it there until all triple valves 
are released ; if the locomotive brakes are to be released at once, 
use Running position, but if they are to be held on for a time, move 
to Holding position, and then graduate off as desired, by short move- 
ments between Running and Holding positions. 

How long to hold the automatic brake valve in Release and 
Holding positions depends upon the length of train and other condi- 
tions that would affect the matter, such as speed, grade, etc. 



N. Y. AUTOMATIC CONTROL EQUIPMENT. 7 

For Emergency Application, move the handle of automatic brake 
valve to Emergency position and leave it there until the train is 
brought to a stop or the danger has been avoided. 

The desirable two-application stop for passenger service is very 
easily made with the Automatic Control Equipment. Use the auto- 
matic brake valve and make the first application strong enough to 
reduce speed to about fifteen miles an hour ; then move handle into 
Release position in order to release only the train brakes, after 
which release the locomotive brakes, by moving handle into Running 
position for two or three seconds before making the second applica- 
tion of the brakes. 

When the independent brake is used alone, carry automatic 
brake valve handle in Running position, and release the independent 
brake, when desired, by moving handle of independent brake valve 
into the Release position. 

With long trains, careful operation of the independent locomo- 
tive brake is necessary to avoid injury to cars and contents, by 
bunching the train too suddenly, or letting the slack run out with 
a jerk. 

If emergency conditions occur while the independent locomotive 
brake is already on, immediately set the automatic brake also, and 
the safety valve will keep the brake cylinder pressure within safe 
limits. 

On heavy grades, use the locomotive and train brakes alter- 
nately, so that the tires of the driving wheels will not become over- 
heated and that the pressure retaining valves may have assistance 
in controlling the train while the auxiliary reservoirs are being 
recharged. To use the locomotive and train brakes altfernately in 
this manner, proceed as follows : When train brakes are set, use 
the special release valve to keep the locomotive brakes off ; then 
ftpply locomotive brakes and immediately release the train brakes. 

After again applying brakes on the train, immediately release 
the locomotive brakes with the special release valve, as described 
above. 

If all brakes have been automatically applied in the usual man- 
ner, and it is desired to only release the locomotive brakes, either 
wholly or gradually, this can be done by means of the special release 
valve. 

In operating the Automatic Control Equipment, observe the 
pressure obtained in the locomotive brake cylinders, as shown by 
red hand of the gauge connected to them. 

Never detach a locomotive without first releasing air brakes 
upon the train, and setting hand brakes when necessary to hold 
the train. This is of vital importance on grades, as the automatic 
brakes should never be relied upon to hold cars or locomotives that 
are to stand on a grade, whether the locomotive is attached to the 



8 THE AIR BRAKE. 

train or not, as if anything caused the air brakes to leak off the 
locomotive or cars would start down the grade. 

Hand brakes should always be used to hold any locomotive or 
cars that are to stand more than a few minutes on grades, and also 
keep the auxiliary reservoirs fully charged, so that full brake power 
could be used at once if a start down grade occurs. 

If, with the automatic brake applied, it happens that the brake 
pipe and chamber pressures leak so much as to get below the adjust- 
ment for which the straight air reducing valve is set, the full power 
of the straight air brake will still be available, as this is constantly 
maintained by the Automatic Control Valve. 

The independent or straight air brake is a very effective and 
desirable safety provision, and is capable of holding, on ordinary 
grades, a train of the usual tonnage handled on such grades, after 
the train has been brought to a stop and the slack is all in. It 
is always advisable, however, to have the automatic brake in con- 
dition to apply, should anything occur to make this necessary, and 
to set hand brakes whenever it seems advisable. 

When the engine is standing at a Avater crane or coal chute, 
or when- the engineer is working about it, the straight air brake 
valve should be left in the applied position. 

If the brakes are automatically applied by parting of train or 
burst hose, or if the brakes have been set with the conductor's 
valve, the automatic brake valve handle must be placed in Lap 
position. 

If more than one locomotive is attached to a train, all except 
the one from which the brakes are being operated, must have the 
cut-out coCk closed in the brake pipe under the automatic brake 
valve, and the handles of the automatic brake valves carried in 
Running position. 

Always try both brake valves before leaving the round house. 
and make sure that there are no leaks of importance. The pipes 
must be perfectly tight that connect the Automatic Control Valve 
to the Automatic Brake Valve. 

PIPING ARRANGEMENTS. 

The piping diagrams show the parts of this equipment and the 
method of piping it correctly. Parts to be connected are desig- 
nated by duplicate Letters and Numbers on Brake Valve and 
Divided Reservoir. 

Control Reservoir Pipe : This connects the Control Reser- 
voir of the Automatic Control Valve to the Automatic Brake Valve. 
The Release Valve is attached to this pipe. 

Brake Pipe : This connects the Automatic Brake Valve to 
the Automatic Control Valve and all triple valves. 



N. Y. AUTOMATIC CONTROL EQUIPMENT. 9 

Brake Cylinder Pipe : This connects the Automatic Control 
Valve to the Driver, Tender and Truck Brake Cylinders, through 
the Double Check Valve. 

Continuous Feed Pipe : This connects the Reducing Valve 
Pipe to the Auxiliary Reservoir of Automatic Control Valve. 

Discharge Pipe : This connects the Air Pump to First Main 
Reservoir. 

Automatic Control Valve Release Pipe : This connects the 
Control Reservoir Exhaust Port of the Automatic Control Valve 
to the Automatic Brake Valve. 

Equalizing Pipe : This connects the Two Main Reservoirs. 

Excess Pressure Qovernor Pipe : This connects Feed Valve 
Pipe to the Excess-Pressure Head of Pump Governor. 

Feed Valve Pipe : This leads from Feed Valve to the Auto- 
matic Brake Valve. 

Main Reservoir Pipe : This leads from the Second Main 
Reservoir to Pump Governor, Reducing Valve, Feed Valve, Auto- 
matic Control Valve and Automatic Brake Valve. 

Reducing 'N'Alve Pipe : This connects the Reducing Valve to 
Straight Air Brake Valve ; also to the Signal System when desired. 

Straight Air Pipe : This leads from Straight Air Brake 
Valve to the Double Check Valve. 



10 



THE AIR BRAKE. 



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=?aa. a wuia. 0*0.0. a. aa >. &a.ii.Q.(i. 
Ux _ 



A, r, AUTOMATIC CONTROL EQUIPMENT, 11 



LIST OF PARTS TO FIG. 1. 

PT 75, Pin ; PT 151, Body ; PT 152, Triple Valve Piston ; PT 
153, Control Piston; PT 154, Piston Follower; PT 155, Slide 
Valve; PT. 156, Piston Nut; PT 157, Triple Cylinder Cap; PT 
158, Control Cylinder Cap ; PT 1-59, Control Cylinder Gasket ; PT 
160, Triple Cylinder Gasket; PT 161, Exhaust Valve Spring; PT 
162, Exhaust Valve; PT 163, Auxiliary Reservoir Cap; PT 164, 
Graduating Stem Nut ; PT 165, Main Reservoir Chamber Cap ; 
PT 167, Check Valve; PT 168, Check Valve Stem; PT 169, Check 
Valve Spring; PT 170, Graduating Stem; PT 184, Check Valve 
Guide ; PT 186, Graduating Valve ; PT 187, Graduating Spring ; 
PT 188, Valve Seat ; QT 3, Packing Ring ; QT 49, Service Valve 
Spring; QT 504, Slide Valve Spring; EV 107, Packing Leather; 
EV 108A, Expander ; IDP 52C, Bolt ; 37 RV, Safety Valve. 



12 



THE AIR BRAKE. 






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A. 1. AUTOMATIC CONTROL EQUIPMENT. 18 



LIST OF PARTS TO FIG. 2. 

PT 177. Emergency Head ; PT 179, Emergency Graduating 
Stem ; PT ISO, Emergency Slide Valve ; PT 182, Cap Nut ; PT 183, 
Emergency Head Plug ; PT 187, Graduating Spring ; QT 20, Rub- 
ber Seat; QT 49, Service Valve Spring; QT 118A, Check Valve 
Spring ; QT 138, Quick Action Valve ; QT 139, Guide ; QT 141, Cap. 



u 



THE AIR BRAKE. 




Plan of Graduating Valve. 

w p 




K U 

Face of Slide Valve. 

K U 




W P 

Plan of Slide Valve. 




Slide Valve Seat. 
Fia. 3 



N. Y. AUTOMATIC CONTROL EQUIPMENT. 15 



Fig. 6 shows the exact location of tlie ports in the graduating 
valve, slide valve and its seat. 

Ports E lead to the control reservoir, and are connected by a 
corded passage underneath ; port L leads to the safety valve and 
port M to the Automatic Control valve release pipe. 



16 



THE AIR BRAKE. 



Fig. 4 shows a plan view of the exhaust valve and seat. Port N 
is the brake cylinder exhaust port. 




Plan of Exhaust Valve 




Exhaust Valve Seat 
Fig. 4. 



iV. 1\ AUTOMATIC CONTROL EQUIPMENT 17 



AUTOMATIC RELEASE POSITION. 

Fig. 5 shows what occurs when automatic brake valve is put 
in Release position, the increase of brake pipe pressure in chamber 
F moving piston 3, graduating valve 10 and slide valve 4, to the 
positions shown, allowmg brake pipe pressure to flow through feed 
groove G until the pressure is the same on both sides of the piston. 

The train brakes are released in this way, but the locomotive 
brakes remain on because the pressure is retained in the control 
cylinder and the release pipe is closed, in this position, by the rotary 
valve of the automatic brake valve. 

For releasing locomotive bralies. put automatic brake valve 
into Running position. The rotary valve then connects tlie release 
pipe to the atmosphere, allowing control reservoir pressure to be 
discharged through exhaust cavity K \: valve 4, and passages E 
and M. Pressure in chamber B and the brake cj^'linder will now 
force piston 2 upward, carrying with it exhaust valve' 7, uncover- 
ing exhaust port X, and allowing the pressure in the brake cylinder 
and chamber B to escape to the atmosphere, and thus release the 
brakes. 



J8 



THE AIR BRAKE. 



Automatic Control Valve. 

FULL RELEASE. 



EXHAUST 



e CVU 



MR 




BP 



TO LCVCR RELEASE 



TO BRAKE VALVE 

Fig. 5. 



N. Y. AUTOMATIC CONTROL EQUIPMENT. 19 



FULL RELEASE OR NORMAL POSITION. 

Fig. 5 shows the parts in their normal position of Full Release. 
In the chamber about control valve 1 and lA there is always main 
reservoir pressure, which has free communication through A. On 
the under side of control piston 2, the chamber B is always con- 
nected to the brake cylinders through passage C and the brake 
cylinder pipe. 

Control cylinder D, above piston 2, is connected by passage E 
to the slide valve seat, and through passage K in slide valve 4, 
which registers with port M, to the automatic brake valve through 
the control cylinder release pipe at IV. 



CHARGING POSITION. 

As shown by Fig. 5, the chamber F is connected to the brake 
pipe at the place marked BP. When the parts are in Release posi- 
tion, as shown, air from the brake pipe passes around piston 3, 
through charging groove G at the top of piston, into the chamber 
around slide valve 4, and thence through port H to the Auxiliary 
Reservoir, until the air pressure is equalized on both sides of 
piston 3. 



20 



THE AIR BRAKE.. 



Automatic Control Valve. 

SERVICE POSITION. 



B CYL 



MR 




TO LCVCR RELEASE 



to brake valve 
Fig. 6. 



N. Y. AUTOMATIC CONTROL EQUIPMENT. 21 

SERVICE POSITION. 

A Service application, caused with the automatic brake valve, 
reduces the brake pipe pressure in chamber F, and piston 3 is 
moved upward by the higher pressure that remains below it. This 
movement of the piston immediately closes feed groove G, and moves 
graduating valve 10 far enough to cause port J, in slide valve 4, 
to register with port E in the seat. Next, a shoulder on the end 
of the piston stem moves slide valve 4 upward until the piston 
reaches stem 5, and further movement is prevented by spring 6. In 
this position the graduating valve, through cavity V, connects the 
control reservoir and safety valve through ports U and W in the 
slide valve, and ports E and L in the seat, while exhaust port M 
of the control reservoir is closed. 

The slide valve chamber and the auxiliary reservoir being con- 
nected together at all times, this position allows air to flow from 
the auxiliary reservoir to the control cylinder D, and to the control 
reservoir also. The pressure on control piston 2, therefore, moves 
the piston down, as shown in Fig. 6, the exhaust valve 7 closing 
exhaust port N and moving the preliminary admission valve lA 
from its seat, against the tension of spring 8 and the pressure in 
chamber O. As the valve lA has a small area compared with the 
admission valve 1, it is opened by a very light pressure in chamber D. 

Valve 1 is extended so as to form a guide in cap nut 9, thus 
forming a chamber O. When the preliminary admission valve lA 
is forced from its seat, the air in chamber O passes by valve lA 
to the brake cylinders. The air from chamber O can be discharged 
to the brake cylinders more rapidly than it can be supplied around 
the close fitting extension of admission valve 1, thus creating a 
balancing effect on valve 1, which allows it to be opened against 
main reservoir pressure with a slight increase of pressure in cham- 
ber D. Air from the auxiliary reservoir will flow through port J 
in the slide valve, and passage E, to the control reservoir and cham- 
ber D above control piston 2, until the pressure in the auxiliary 
reservoir has been reduced slightly below the pressure in chamber F 
and the brake pipe, when piston 3 and graduating valve 10 move 
down to the position shown in Fig. 7. The pressure admitted to 
the control reservoir will hold piston 2 down, in the position shown 
in Fig. 6, admitting air from chamber A and the main reservoir 



22 



THE AIR BRAKE. 



Automatic Control Valve. 

SERVICE LAP POSITION. 



EXHAUST 



B CYl_ 



MR 



TO LEVER RELEASE 



BP 




N. Y. AUTOMATIC CONTROL EQUIPMENT. 23 

to chamber B and the brake cylinders. Air will continue to flow 
from chamber A to chamber B and the brake cylindei-s until the 
pressure in chamber B is slightly greater than that in chamber D, 
when piston 2 will move up and allow valves 1 and lA to be seated, 
as shown in Fig. 7. Should any leakage occur in the brake cylin- 
ders from any cause, the pressure in chamber B will be reduced, 
and the pressure in chamber D, remaining constant while the triple 
piston and graduating valve are in Lap position, piston 2 will be 
forced down, unseating valves 1 and lA and replenishing the loss 
of air in the brake cylinders. Thus the brake cylinder pressure is 
automatically maintained against leakage and regardless of piston 
travel. 

Should it be desired to increase the brake cylinder pressure, 
further brake pipe reductions can be made with the automatic 
brake valve until the pressures in the auxiliary reservoir and the 
control reservoir become equalized. 

The relative volumes of these two reservoirs are such that the)' 
will equalize at a pressure of about 50 pounds with a full service 
application from 70 pounds brake pipe pressure. 



SERVICE LAP POSITION. 

This position, shown by Fig. 7. is called Service Lap, and occurs 
when the reduction of brake pipe pressure is not enough to cause 
a full service application. The parts I'^main as in the foregoing 
(^description until the pressure in auxiliary reservoir has fallen suf- 
ficiently to allow brake pipe pressure, on the other side of piston 3, 
to move the piston down until further movement is prevented by 
slide valve 4, when a shoulder on the piston comes in contact with 
the upper part of this valve. The downward movement of the 
piston carries graduating valve 10 along, closing port J, and 
stopping the flow of air from auxiliarj- reservoir into control cylin- 
der and reservoir. The pressure in chamber B and brake cylinder, 
having equalized with chamber D and the control reservoir, valves 
1 and lA have become seated by the greater pressure in chamber A. 
The safety valve is cut oft" from the co-itrol reservoir in this posi- 
tion, port W being closed by the graduating valve, so that any pos- 
sible leak in the former cannot affect the pressure in the control 
reservoir and brake cylinders. 



M 



THE AIR BRAKE. 



Automatic Control Valve. 

EMERGENCY POSITION. 

Standard Plain Cylinder Cap. 



BP 



EXHAUST 



S CYL. 




TO LEVER RELEASE 



TO BRAKE VALVe 

Fig. 8. 



N. Y. AUTOMATIC CONTROL EQUIPMENT. 25 



EMERGENCY POSITION. 

Fig. 8 shows the position that the parts assume when the brakes 
are applied with emergency suddenness and force. The rapid 
reduction of brake pipe pressure causes the air in auxiliary res- 
ervoir to move piston 3 upward with such force as to overcome 
the resistance of spring 6 and strike against leather gasket 11, 
causing the full opening of large port E to be uncovered by valve 
4, and thereby allowing air from the auxiliary reservoir to flow 
to the control reservoir much more rapidly than in a service applica- 
tion, thus forcing piston 2 down and unseating valves 1 and lA to 
their full capacity, admitting air from chamber A and the main 
reservoir to chamber B and the brake cylinders very rapidly. Port 
P now registers with port L to the safety valve, permitting the 
pressure in the auxiliary reservoir and control reservoir to be gov- 
erned by the adjustment of the safety valve. At the same time a 
small port provided for that purpose in the rotary valve of the 
automatic brake valve allows main reservoir air to feed into the 
control reservoir and to control cylinder D. The port in the rotary 
valve of the automatic brake valve is of such size that the air from 
the main reservoir, feeding to the control reservoir, supplies this 
reservoir at a faster rate than port P can carry it off at the safety 
valve adjustment ; consequently there is a building up of pressure 
in the control reservoir to a point where port P v^^ill carry it off 
through the safety valve, as rapidly as it is being supplied from 
the main reservoir, thus giving a higher brake cylinder pressure 
in Emergency than in a Service application. 



26 



THE AIR BRAKE. 



Automatic Control Valve. 

EMERGENCY LAP POSITION. 



rXHAUSl 



D.CVL. 



M P. 




TO LEVER RELEASE 



TO BRAKE VALVE 
FlG= 9. 



i\. 1. AUTOMATIC CONTROL EQUIPMENT 27 



EMERGENCY LAP POSITION. 

Fig. 9 shows the valve in tliis position. The parts remain in 
the position shown by Fig. 8 until pressure in the brake cylinder 
is a little higher than pressure in the control cylinder, when the 
control piston accordingly moves upward and allows valves 1 and 
lA to seat. 

For releasing brakes after an Emergency application, proceed 
the same as previously described for releasing brakes after Service 
application. 



28 



THE AIR BRAKE. 

Automatic Control Valve 

EMERGENCY POSITION, 
WITH QUICK ACTION CYLINDER CAP. 



EXHAUST 



e cvL 




BF- 



TOiEVeRRCLEASe 



^ ^Z^//////////// //////////^^^^^^ 



to brake valve 

Fig. 10. 



iV. y. AUTOMATIC CONTROL EQUIPMENT. 29 



THE QUICK- ACTION CYLINDER CAP. 

The triple valve portion of the Automatic Control Valve takes 
the place of the plain triple valve in former locomotive brake 
apparatus, and this is standard Automatic Control Equipment, 

Fig. 10, however, illustrates a quick-action cylinder cap to take 
the place of cylinder cap 12, Fig. 5, when it is desired to have this 
portion of the Automatic Control Valve correspond to a quick-action 
triple valve, by venting brake pipe air into brake cylinder on 
Emergency application of the brakes. 

When quick-action cylinder cap is substituted and an Emergency 
application is made, piston 3 is moved upw^ard to seat against gasket 
11, and the piston button, coming in contact with graduating stem 
13, causes it to overcome the resistance of graduating spring 14 
and move slide valve 15 upward, thus' opening port Q. Check 
valve 10 is moved from its seat by brake pipe pressure in cham- 
ber R, which flows into chamber S, connecting with passage T to 
chamber B, and thence into the brake cylinders. 

When pressure is equalized between brake cylinder and brake 
pipe, the spring 17 moves valve 16 to its seat, so that air from 
brake cylinder cannot flow back into the brake pipe. 

When brakes are released, piston 3 returns to its normal posi- 
tion, as in Fig. 5, and spring 14 returns graduating stem 13 and 
slide valve 15 to their normal position again, as shown in Fig. 2. 



30 



THE AIR BRAKE. 



Automatic Control Valve 

LOCOMOTIVE RELEASE POSITION. 



eXHAUST 



Q CVL 



MR 




TOLCvERReLeAse 



to brake valvc 
Fig. 11. 



N, Y. AUTOMATIC CONTROL EQUIPMENT. 31 

INDEPENDENT RELEASE. 

After making an application of the brakes, should it be desired 
to release the engine brakes independently of the train brakes, 
the engineer will discharge air from the control reservoir through 
the release valve, provided for this purpose, attached to connec- 
tion II and located conveniently in the cab. By discharging a 
small amount of air from the control reservoir through the above- 
mentioned release valve, the pressure in the control reservoir will 
be less than the pressure in chamber B and the brake cylinders, 
causing piston 2 to move upward, carrying with it exhaust valve 7, 
and assume the position shown in Fig. 11, allowing the air to 
escape from chamber B and the brake cylinders thro igh port N 
to the atmosphere, until the pressure in the brake cylinders and 
chamber B has been reduced slightly below the pressure remain- 
ing in the control reservoir when piston 2 will move down, carry- 
ing with it the exhaust valve 7. closing the exhaust port N. This 
operation can be repeated until the brake cylinder pressure has 
been entirely exhausted, or the locomotive brakes can be entirely 
released at once by holding the release valve open until the pressure 
is wholly exhausted from the control reservoir and chamber D. 

If it is desired to again apply the locomotive brakes, without 
making a further reduction of brake pipe pressure, and thereby 
increase the braking force on the train, they can be applied and 
released by the Straight Air Brake Valve, without disturbing the 
Automatic Control Valve. Should this be done, the Automatic 
Control Valve will remain in the position shown in Fig. 11, until 
returned to its normal position by the usual movements of the 
automatic brake valve for releasing brakes, or a further reduction 
is made in brake pipe pressure. If a further reduction of brake 
pipe pressure is made to increase the brakiug force on the train, 
the triple piston and valve and control vafye will again assume 
the position shown in Fig. G. 

Should only a partial release of the automatic brakes on the 
locomotive be made with the release valve, and the straight air 
brake applied, and it is desired to again release the locomotive 
brakes without releasing the train brakes, it will be necessary to 
use the release valve in addition to placing the straight air brake 
valve in Release position. 



INDEPENDENT STRAIGHT AIR BRAKE. 

The Independent brake operation is accomplished by the use 
of the Straight Air Brake Valve, and is entirely independent of 
the automatic brake, a double throw check valve being inserted in 
the piping between the straight air brake valve and the Automatic 
Control Valve. See piping diagrams. 



32 



THE AIR BRAKE. 



Independent Brake Valve. 



EV256 



e:vi73 




Fig 12. 



N. Y. AUTOMATIC OOyTUOL EQUlPllEA'T. 33 



LIST OF PARTS TO THE INDEPENDENT BRAKE VALVE. 

EV-69, Handle Spring; Ey-74, Cotter; EV-75, Handle Pin; 
EV-77, Handle Set Screw; EY-95, Lever Shaft Pin; EV-96, Oil 
Plug; EV-121, Lever Shaft Packing; EY-IGS, Lever Shaft Nut; 
EV-172, Quadrant Latch ; Ey-173, Latch Screw ; EV-220, Cover ; 
EY-221, Body ; EV-223, Lever Shaft Plug ; EV-226, Bracket Stud 
and Nut; EV-227, Slide Valve; EV-228, Slide Valve Thimble; 
EV-229, Slide Valve Pin; EV-230, Cover Gasket; EV-253, %" 
Union Nut ; EV-254, %" Union Swivel ; EV-255, %" Union Gasket ; 
EV-256, 1/4" Plug; EV-323, Nut Lock Bolt; EV-325, Nut Lock 
Spring ; EV-32S, Handle ; EV-329, Lever^ Shaft ; EV-330, Slide 
Valve Lever; SV-10, Bolt and Nut. 

The connection marked MR leads to the Reducing Valve Pipe ; 
BC leads to the brake cylinder pipe through the double check valve ; 
EX is the exhaust. Reducing Valve Pipe pressure (45 pounds) 
is above the slide valve, EV-227, at all times. 



84 THE AIR BRAKE. 

RELEASE POSITION. 

Always carry the handle of the independent brake valve in 
Release position when the independent brake is not in use. 

In this position the brake cylinder pipe is in communication 
with the exhaust, through the cavity in the slide valve. 



LAP POSITION. 

This is the position for keeping the locomotive brakes on after 
they have been applied at the desired pressure. All ports are 
closed when the handle is in Lap position. 



SERVICE POSITION. 

In this position a small port in the slide valve seat is uncov- 
ered by the slide valve, through which air can pass, from the cham- 
ber above the slide valve, to the locomotive brake cylinders, apply- 
ing the brakes gradually. 



EMERGENCY POSITION. 

This is for quick application of the independent locomotive 
brakes at full power. 

In this position the slide valve fully uncovers the large port 
leading to the brake cylinder pipe, allowing the air to flow rapidly 
from the reducing valve pipe to the locomotive brake cylinders 
until the maximum pressure of 45 pounds is obtained. This sup- 
ply is governed by the adjustment of the reducing valve. 



AUTOMATIC MAINTENANCE OF CYLINDER PRESSURE. 

With this equipment there is provided a pipe connection, between 
the reducing valve pipe and connection YI to the auxiliary reservoir. 

In this pipe there is a combined non-return check valve and 
strainer. Should it so happen from any cause that the pressure 
in the brake system becomes depleted, unknown to the engineer, 
it would not be possible to lose the braking power on the engine, 
for when the pressure is reduced in the brake system (including 



IV. Y. AUTOMATIC CONTROL EQUIPMENT. 35 

auxiliary reservoir), below the adjustment of the straight air reduc- 
ing valve, air will flow through the straight air reducing valve 
and combined strainer and check valve into the auxiliary reser- 
voir, forcing piston 3 upward, carrying with it the graduating valve 
10 and slide valve 4, and apply the locomotive brakes to a pressure 
equal to the adjustment of the straight air reducing valve, and 
maintain this pressure as long as there is sufficient air in the 
main reservoir, thereby notifying the engineer, by the application 
of the locomotive and tender brakes, that the brake system is 
dangerously depleted, caused either by stoppage of pump or the 
automatic brake valve being inadvertently left in Lap position. 

STYLE "L" AUTOMATIC BRAKE VALVE. 

The Style "L" Automatic Brake Valve is used with the "Auto- 
matic Control Equipment." 

It is of the rotary valve type, having a detachable pipe bracket 
for convenience in removing the valve for repairs or cleaning, 
without disturbing the pipe joints. 

The six positions of the valve are shown in Fig. 13 which rep- 
resents the actual construction of the valve, but the positions are 
shown in detail by diagrammatic drawings, Figs. 15 to 20. 



36 



THE AIR BRAKE. 



rEto vALve- 



QT32 ^ 



^etCASt 



EV686- 

EVI28- 

EV60- 

evisa- 

f COPPER PIPE TO 



Eveoe 



c 




Fig. 13. 



N. y. AUTOMATIC CONTROL EQUIPMENT. 37 



Fig. 13 illustrates this Style "L" Brake Valve in a horizontal 
and vertical section, also a plan of the rotary valve. 

The valve is shown in the Running position and all parts are 
represented as in actual service. Reading from left to right, the 
six positions are Release, Running, Uolding, Lap, Service and 
Emergency. 

LIST OF PARTS. 

EV-60, Union Nut ; EV-128, Union Stud : EV-158, Small Union 
Swivel ; EV-GOG, Handle Lock Nut ; EV-607, Handle Nut ; EY-60S. 
Handle; EY-G09, Handle Latch; EY-GIO, Handle Latch Spring; 
EV-Gll, Handle Latch Screw; EV-613, Key Washer; EV-616, 
Union Nut; EV-621,' Large Union Swivel; EV-62o, Bracket Stud 
Nut ; EV-G49, Bracket Stud ; EY-G50, Handle Pin ; EV-G71, Bottom 
Case; EY-G73, Top Case; EY-G7G. Rotary Yalve Key; EY-G77, 
Equalizing Piston ; EY-G7S, Yalve Seat Upper Gasket ; EY-679, 
Yalve Seat Lower Gasket; EY-6S2, Bolt and Nut; EY-6S3, Cap 
Screw ; EY-6S4, Oil Plug ; EY-GSo, Rotary Yalve Spring ; EY-686, 
1" Pipe Plug; EY-687, Service Exhaust Fitting; EY-G88, Rotary 
Valve Seat ; EV-689, Pipe Bracket ; EY-G90, Rotary Valve ; EY-692, 
Pipe Bracket Gasket; EY-G97. Large Union Nut; EY-721, Brake 
Valve Tee; QT-32, y." Pipe Plug; QT-53, %" Pipe Plug; PT-3, 
Equalizing Piston Packing Ring. 



38 



THE AIR BRAKE. 



Pipe Bracket. 




Fig. 14. 



N. Y. AUTOMATIC CONTROL EQUIPMENT. 



30 



lu the rotary valve. Fig. 13, ports a. j and s go through it, ports 
connecting to a groove in the face ; f and k are cavities in the face : 
o is the exhaust cavity ; x and t are ports in the face of the valve, 
con-ccted to o hy cored passages ; h is a port in the face above 
cavltv A-, connecting the exhaust cavity o; n is a groove in the 
face and having a small port that connects with cavity A; through 
a cavitv in the valve. Tort D in the seat leads to the feed valve 
pipe: J) and c go to the brake pipe and g to chamber D. The 
exhaust port EX leads to an opening at the back of the valve; 
c is the preliminary exhaust port connecting with chamber D ; i is a 
warninii- port, leading to the exhaust; p connects to pump gov- 
ernor; Z connects with the automatic control valve retain or release 
pipe and u connects with the control reservoir continuous feed pipe. 

PIPE BRACKET. 

Fig. 14 illustrates the pipe bracket in detail, showing the ports 
and pi^pe connections. The connections having two outlets, one at 
the side and one at the bottom of the bracket for convenience in 
Dining. The outlet not being used must be plugged. The letters 
which appear on the bracket are explained as follows: BP con- 
nects with the brake pipe ; CR connects with co»trol reservoir con- 
tinuous feed pipe; ER connects with tne equalizing reservoir; 
FY connects with the feed valve; GOV connects with excess 
pressure top of pump governor ; MR connects with the main res- 
ervoir and 3 connects with the control reservoir retain or release 
pipe. 



40 



THE AIR BRAKE. 



Release Position. 





TOGASe 



FV BP eXHAUST EV677 

FIG. 15. 



N. Y. AUTOMATIC CONTROL EQUIPMENT, 41 



RELEASE POSITION. 

Fig. 15 shows the Release position, in which the train brakes 
are released and the engine brakes held on. Air from the main 
reservoir enters ac the connection marked MR ?.nd passes to the 
top of the rotary valve, this being true for all positions, passing 
from the top of the rotary valve, down through port a in the rotary 
valve to port h in the seat, which also connects with port c, and 
then to the brake pipe at the connection marked BP, to charge the 
brakes or to release and recharge them in case the brakes have 
been previously applied. 

In the Release position, main reservoir air also passes from 
the top of the rotary valve, down through port ; in the rotary 
valve to port g in the seat, which leads to chamber D above Equal- 
izing Piston, EV-677, thus moving Equalizing Piston, EV-677, 
down, until its stem seats on Bushing, EV-720, closing the port 
which leads from the train or brake pipe to the atmosphere by 
way of the Service Exhaust Fitting, EV-687. The air then passes 
from chamber D to the Equalizing Reservoir at the connection 
marked ER. Air from the main reservoir also passes through 
port s in the rotary valve to port p in the seat, and then to the 
excess pressure top of pump governor by way of the connection 
marked GOV. 

Air from the Feed Yalve, at reduced pressure or the pressure 
which the train or brake pipe is to carry, enters the Brake Valve 
at the connection marked FY, passes through port d in the seat 
to cavity / in the rotary valve, then through warning port i in the 
seat, which leads to the exhaust port EX and the atmosphere, to 
warn the engineer that to prevent overcharging the auxiliary res- 
ervoirs, the handle of the brake valve should be moved from Release 
to Running position, as soon as all brakes are released and auxiliary 
reservoirs nearly recharged ; the time varying according to length 
of train. 



42 



THE AIR BRAKE. 



Running Position. 





TO <$AGC 



FV- BP EXHAUST CVG77 

Fig. 16. 



N. Y. AUTOMATIC COyTROL EQUIPMENT. 



RUNNING POSITION. 

Fig. 16 shows the Running position iu which air from the 
main reservoir reaches the top of the rotarj^ valve by way of the 
connection marker MR, the same as described in Release position, 
passes through port s in the rotary valve to port p in the seat, then 
to the excess pressure top of the pump governor, by way of the 
connection marked GOV. 

In the Running position main reservoir air is supplied to the 
train pipe at a pressure corresponding to the adjustment of the 
feed valve, which is connected to the main reservoir pipe. The 
air from the feed valve enters the Brake Valve at the connection 
marked FV, the same as described iu Release position, passes 
through port d in the seat, cavity / in the rotary valve, then through 
port 1) in the seat and enters the train pipe at the connection 
marked BP ; also at the same time, air passes from port h in the 
seat, through port c in the seat, cavity k, in the rotary valve port g, 
in the seat to chamber D, above the equalizing piston, EV-677, and 
then to the equalizing reservoir by way of the connection marked ER. 

In the Running position, the locomotive or automatic control 
brakes are released by reason of the air contained in the control 
reservoir of the automatic control valve, flowing into the brake 
valve at the connection marked 3, passing through port I in the 
seat, ports h and o in the rotary valve and flowing through exhaust 
I>ort EX in the seat to the atmosphere. 



44 



THE AIR BRAKE 



Holding Position. 





oov 



TO GAGE 



fv bp ejcmaust ev677 
Fig. 17. 



N. Y. AUTOMATIC CONTROL EQUIPMENT. 45 



HOLDING POSITION. 

Holding position, which is shown in Fig 17, is for the purpose 
of holding the locomotive brakes on and not overcharging the train 
line, after the train brakes have been released. 

This is accomplished hy moving the handle of the brake valve 
to Holding position, in which the rotary valve closes port I in the 
seat ; thus retaining or holding the air in the control chamber of 
the automatic control valve. When desired, the locomotive brakes 
can be graduated off bj' short movements of the brake valve handle 
from Holding to Running position, or released entirely by leaving 
it in Running position. 

In the Holding position, main reservoir air from the connec- 
tion marked MR and the top of the rotary valve passes down 
through port s in the rotary valve, port p in the seat to the con- 
nection marked GOV and the excess pressure top of the pump 
governor, the same as described in Release, position. 

The air from the Feed Valve, in Holding position, enters the 
brake valve at the connection marked FY, the same as described 
in Release and Running positions, passes through port d in the 
seat, cavity / in the rotary valve and port h in the seat to the train 
pipe, at the connection marked BP, and also at the same time passes 
from port 6 in the seat, through port c in the seat, cavity k in the 
rotary valve, port g in the seat, to chamber D above the equalizing 
piston, EV-677, and then to the equalizing reservoir at the con- 
nection marked ER, the same as described in Running Position. 



46 



THE AIR BRAKE. 



Lap Position. 




c 



M R 



«0V 




TO GAGE 



FV BP eXHAUST EV677 

Fig. 18. 



■N. Y. AUTOMATIC CONTROL EQUIPMENT. 47 



LAP POSITION. 

In the Lap position, Fig. 18, all ports are closed. It is the 
position used in connection with service applications for graduat- 
ing the service reductions and holding the brakes when applied. It 
is also used to prevent the loss of main reservoir air, when brakes 
are applied from the conductors valve, bursted or parted hose, or 
from any cause outside of the brake valve itself. 



4S 



THE AIR BRAKE. 



Service Position. 




c 




\0m^M^ &^?mm 



^x..^iV//^^/^/^^^^;^m# 



M R 



ujOV 



-"^ 







TOGAGt 



f v 6 p exhaust e v 077 

Fig. 19. 



iV. y. AUTOMATIC CONTROL EQUIPMENT 49 



SERVICE POSITION. 

The Running position, wiiicli is shown in Fig. 19, causes 
gi-adual reduction of brake pipe pressure to produce Service appli- 
cation. Air is discharged from chamber D and the equalizing res- 
ervoir, through preliminary exhaust port e in the seat, ports h and o 
in the rotary valve, and EX in the seat to tlie atmosphere. The 
other ports are all closed in Service position, and gradual dis- 
charge of the air is insured by the size of port e. As the pressure 
in chamber D and the equalizing reservoir, which is above the 
equalizing piston, EV-677, has been reduced, the train pipe pressure 
or pressure below equalizing piston, EY-677, is greater and causes 
the piston to rise, unseating its stem or valve, and discharging 
train pipe pressure through service exhaust fitting, EV-687, to the 
atmosphere at the point marked ''Exhaust.'" This operation, just 
described, may be repeated a number of times, during a service 
application, if desired or necessary, by returning the handle to Lap 
position after each preliminary reduction. The first reduction, 
however, should be sufficient to insure all brakes going on and the 
following reductions, according to necessity, all of which will vary, 
according to condition of brakes, train, gradient, atmospheric and 
other conditions met with in train operation. 

When desired, or necessary, a continuous or complete service 
application can be made by placing the valve in Service position, 
and leaving it there until a full service reduction has been made, 
when the valve should be placed in Lap position to prevent waste 
of air. When the valve has been placed in Lap position, after all 
service reductions, the train pipe pressure continues to flow to the 
atmosphere, as described above, until the pressure of chamber D 
and the equalizing reservoir, above equalizing piston EV-677, is 
slightly greater than train pipe pressure below the equalizing piston, 
when the piston will gradually move down to its seat, closing the 
service or train line exhaust. After a service application, the 
brakes are released, as described in the Release and Running 
positions. 



rilE AIR BRAKE. 



Emergency Position. 




c 



M R 



60V 




GAGE 



F V B f> EXHAUST E V 677 

Fig. 20. 



N. Y. AUTOMATIC CONTROL EQUIPMENT. 51 

EMERGENCY POSITION. 

In Emergency position, shown in Fig, 20, the brakes are applied 
suddenly and with full force throughout the train. Train pipe 
pressure flows rapidly through ports x and o in the rotary valve, 
and port EX in the seat, to the atmosphere. 

The pressure in chamber 1) and the equalizing reservoir is dis- 
charged through port g in the seat, ports t and o in the rotary 
valve, and port EX in the seat to the atmosphere. This causes 
equalizing piston, EV-G77, to rise and a portion of the train pipe 
pressure to be discharged through service exhaust fitting, EV-GS7. 

In the Emergency position, main reservoir air floats from the 
connection marked jMR and the top of the rotary valve, down 
through port j in the rotary valve, port d and groove in the seat, 
cavity /v in the rotary valve, groove and port n in the rotary valve 
and port u in the seat to the connection marked CR and the control 
reservoir of the automatic control valve, thus insuring the auto- 
matic maintenance of cylinder pressure in the Automatic Control 
Equipment. 

Aften an Emergency application, the train brakes are released 
in Release position, and the locomotive brakes are released in 
Running position, the same as described for releasing after a 
Service application. 

OILING. 

Use good heavy oil, such as valve oil, that will not gum or 
harden. The valve should be taken apart occasionally for clean- 
ing and oiling, the necessity for which will vary, according to 
conditions of service and location of the valve. For ordinary pur- 
poses, the key washer, EY-G13, can be oiled by removing the 
handle lock nut, EV-GOG, and filling the hole in rotary valve key, 
EV-G76, and the rotary valve, EV-G90, can be oiled by removing 
the plug, EV-684, and filling the hole which leads to a groove in 
the top case, EV-673, around "the edge of the rotary valve and seat. 

VARIETY OF SERVICE. 

Although the Style "L" Brake Valve is for use in connection 
with the Automatic Control Equipment, it is claimed to success- 
fully operate the brakes on locomotives which are equipped with 
triple valves, if the connections for Automatic Control Equipment 
in the pipe bracket are plugged, and the feed valve properly con- 
nected. 



THE AIR BRAKE, 



o 


ro 


K 


O 


^_ 


o 


^0 


o 


vD 


(D 


rv 


^0 


1^ 


^ 


CD 


> 


> 


> 


> 


>» 


u 


UJ 


U 


\A 


Ui 



> 

CO 

(L> 
;-i 

Ph 
O 

Q 




N. Y. AUTOMATIC CONTROL EQUIPMENT. 53 

THE DOUBLE PRESSURE FEED VALVE. 

Fig. 21 shows two sectional views of the Double Pressure Feed 
Valve used with the Automatic Control Equipment, located between, 
the main reservoir and the automatic brake valve. It provides 
high and low brake pressure control, and the pressure in feed valve 
pipe and brake pipe is regulated by this valve, when the handle 
of the Automatic Brake Valve is in Running and Holding positions. 

This Feed Valve has one set of parts for supply purposes, viz. : 
EV-705, Supply Valve; EV-60G, Supply Valve Spring; EV-704, 
Supply Valve Piston ; EV-70G, Piston Spring ; and another set of 
parts for regulating purposes, viz. : EV-707, Regulating Valve ; 
EV-660, Regulating Valve Spring; EV-G57, Diaphragm; EV-710, 
Diaphragm Spindle ; PG-1-41, Regulating Spring ; EV-711, Adjust- 
ing Handle. 

The other parts are as follows : EV-6G1, Regulating Valve Cap ; 
EV-663, Diaphragm Ring; EV-GG8, Piston Spring Tip; EV-701, 
Valve Body ; EV-702, Flush Nut ; E V-703, Cap Nut ; E V-709, 
Spring Box ; EV-712, Upper Stop ; EV-713, Lower Stop ; EV-714, 
Stop Screw. 

Main reservoir air, entering chamber surrounding the supply 
valve, moves piston EV-704 towards the left against the resistance 
of spring EV-65G, until the port of supply valve connects with the 
port that leads to the feed valve pipe and also to diaphragm cham- 
ber. This movement of the piston opens regulating valve EV-707, 
thus connecting diaphragm chamber to the feed valve pipe. When 
the pressure in the feed valve pipe and diaphragm chamber is just 
suflBcient to overcome the compression of the regulating spring the 
diaphragm allows the regulating valve to close. The air feeding 
by the piston now builds up to main rese.rvoir pressure and the 
piston spring moves the piston to the right, causing the supply 
valve to close the port admitting air to the feed valve pipe. 

When the pressure of the regulating spring is greater than the 
feed valve pipe pressure in the diaphragm chamber, it opens the 
regulating valve. This allows the supply valve to admit air to the 
feed valve pipe, until the pressure for which the feed valve is 
adjusted is obtained, when the operation described in the preceding 
paragraph stops the flow to the feed valve pipe. 

The stops EV-712 and EV-713 may be secured in any position 



54 



THE AIR BRAKE. 



nj n 



KJ — 



> 

CO 

Oh 

H 



CD CD o ^ <0 

(0 CD K CD (0 

> > > > 

UJ Ul U LJ U 




- (0 



M in 



O !{> o O P O 



CD 
> > 



rs hs IN. 
> > > 



UJ U uJ U UJ Id 



K CD in ^ 

CD CO CO CO 

CO CO (0 CO 

> > > > 

UJ U UJ u 







N. Y. AUTOMATIC CONTROL EQUIPMENT. 55 

on the spring box by the screw EV-714, and limit the movement 
of the adjusting handle, to the distance between them, by means 
of the pin which is part of the handle. 

By turning the handle EV-711 until its pin strikes either one 
of the stops, increasing or decreasing the compression of the regu- 
lating spring, the regulation of the feed valve is changed from the 
high pressure to the low or the opposite, as desired. 

The duplex adjusting arrangement of this feed valve is claimed 
to avoid the necessity of using two feed valves in high and low 
pressure service. 

To adjust the double pressure feed valve loosen the screws 
EV-714 and turn the adjusting handle until the valve closes at the 
lower brake pipe pressure that is desired. Then move stop EV-712 
into contact with the handle pin, and fasten it securely there with 
screw Ey-714. Next turn adjusting handle until the high pressure 
adjustment is obtained, moving Stop EY-7i3 into contact with the 
handle pin and fasten it securely in that position with the screw. 

Care should be taken when replacing the feed valve on its pipe 
bracket that the gasket is in place and in condition to insure a 
tight joint. 

The adjustment for the high brake pipe pressure should be about 
110 pounds, and for th'e low brake pipe pressure 80 pounds. 

THE REDUCING VALVE OR SINGLE PRESSURE FEED 

VALVE. 

Fig. 22 illustrates tlie Single Pressure Feed Valve, which is 
used in connection with the Automatic Control Equipment to con- 
trol the pressure for operating the independent brake (and signal 
system when desired). When used for this purpose it is called a 
reducing valve that it may be readily distinguished from the double 
pressure feed valve used for the automatic brake. 

It is the same as the double pressure feed valve excepting the 
adjustment feature, which is used for reducing main reservoir 
pressure to the 45 pounds that the independent brake is designed 
to use. To adjust this valve, remove the cap nut EV-666 and, by 
the use of the adjusting screAv EV-665, increase or decrease the 
compression of spring EV-667, as desired. 



56 THE AIR BRAKE. 

Feed Valve Bracket. Cross Passage. 




Pig. 23. 



Feed Valve Bracket. Straight Passage. 




Fig. 24. 



A^. Y. AUTOMATIC CONTROL EQUIPMENT. 57 



Two styles of feed valve brackets are illustrated herein (Figs. 
23 and 24). There may be cabs in which it would be more con- 
venient to use the later style, in which the main reservoir pressure 
enters the bracket at the left, to prevent crossing the pipes. 



58 



THE AIR BRAKE. 



Strainer and Check Valve. 



DC 93 



.DC 92 

.DC 72 DC 121 
DCJI9 /dCj22 




DC 118 



DC I20 



-6|- 



Fig. 25. 



N. Y. AUTOMATIC CONTROL EQUIPMENT. 59 

THE COMBINED AIR STRAINER AND CHECK VALVE. 

Fig. 25 illustrates the Combined Air Strainer and Check Valve, 
having one end arranged to restrict the flow of air, which can only 
pass through a small bushing shown in the center at the end 
marked MR. 

Two of these are used with the Automatic Control Equipment, 
as shown by the piping diagrams. One being in the Continuous 
Feed Pipe, to prevent back leakage from the auxiliary reservoir of 
the Automatic Control Valve, and the other being part of the Dead 
Engine Fixtures. The latter consists of a pipe leading from the 
brake pipe to the main reservoir pipe, a cut-out cock and the com- 
bined check valve and strainer. When, from any cause, the air 
pump on a locomotive becomes inoperative, the air for operating 
the brakes on such locomotive must then be supplied through the 
brake pipe from the locomotive that is operating the train brakes. 

With the cut-out cock open, air from the brake pipe enters at 
the union connection, passes through the curled hair strainer, and, 
lifting the check valve that is held to its seat by a spring, flows 
through the small hole in the bushing and thence to the main res- 
arvoir, thus supplying this locomotive with the necessary air 
pressure to enable its brakes to operate with the others. The cut- 
out cock in the brake pipe under the automatic brake valve should 
be closed and the handle of the brake valve should be in Running 
position. Should it be necessary to keep the maximum braking 
power of a "dead engine" below the standard, it can be done by 
suitably changing the adjustment of the safety valve of the Auto- 
matic Control Valve. It can also be reduced at will by using the 
releas3 valve, as previously explained under heading, ^'Independent 
Release.''^ 

The check valve and the choked passage are protected from 
dirt by the strainer. The spring insures seating of the check valve, 
allows ample pressure for operating the brakes and keeps main 
reservoir pressure below that of the brake pipe, thus reducing any 
leakage from the reservoir pressure. The restricted passage or 
choke is provided so that flow of air from brake pipe will not be 
too rapid and cause an application of the train brakes if an under- 
charged reservoir is connected up with brake pipe fully charged. 



WHAT MEN SAY 



OF 



KiRKMAN's "Science of Railways" 



]\Iany of the following references are from men of the highest rank in the service of ■ 
railroads ; all are from men of impartial understanding. The favorable notices the : 
books have received would fill a volume ; only a part however can be given. Com- 
mendation of the work is universal among those whose experience, capability! 
and service in the railway world render their opinion valuable. It is also proper to ^ 
say that the "Science of Railways" has been greatly enlarged and heightened in value | 
and interest since many of these criticisms were written. ! 



"A work having the unique distinction of being both comprehensive and thorough. 
It presents in an equally meritorious manner the theoretical and practical aspects of 
transportation." — Marvin Hughitt, President, Chicago & Northwestern Ry. Co. 

"There is nothing in railway literature to be compared with these books in extent 
or value. I cannot think of anything better that I can do for our employes than to 
bring such a fund of information within their easy reach." Referring to the Revised 
and Enlarged Edition Sir William writes the author : "I congratulate you heartily on 
the great improvement you have made in your unique railway library." — Sir William C. 
Van Home, Chairman Board of Directors, Canadian Pacific Railway. 

"These books are of great value to railway employes and to investors and others 
interested in railway properties." — W. H. Newman, President, New York Central & 
Hudson River R. R. 

"A work which every student of railway matters and methods should read. The 
author wields a vigorous pen, and his long experience and knowledge of his subject 
render his words valuable." — E. P. Ripley, President, Atchison, Topeka & Santa Fe 
Railway. 

"A valuable work for railroad men, giving a useful knowledge of the general the- 
ories and practice of the calling. These volumes cover the science of railway manage- 
ment in 0. very careful and thorough manner." — A. A. Robinson, President, Mexican '' 
Central Railway. ^ 

"I shall consider the books a valuable addition to my library, covering, as they 
do, so many of the various branches of railway science from the standpoint of one who , 
has so many years of practical experience in dealing with such questions. * * * , 
There have not been enough of such works by those who have made the railroad busi- j 
ness a profession, and are, therefore, able to view the railroad science from a practi- 
cal standpoint." — Roswell Miller, Chairman Board of Directors, Chicago, Milwaukee & 
St. Paul Railway. ' 

"I consider the 'Science of Railways' one of the most comprehensive treatises on f 
the subject extant, and have found it most instructive and interesting. It shows th« i 
author to have an intimate knowledge of transportation matters and rare ability in 
his method of treating them. I would heartily recommend a perusal of the work by 
any one at all interested in the operation and development of our great railway sys- 
tem." — Edwin Hawley, President, Iowa Central Railway. ,' I 

"The full and exhaustive examination of the multitude of conditions that surround 
and apply to the subject of 'The Science of Railways,' as set forth m the work, 
required such knowledge, experience and patient application as very few men are capa- 
ble of giving. The author's railway life has especially fitted him for the task, and the 
work is a splendid monument to his ability." — James J. Hill, President, Great North- 
ern Railway. 



Note. — The titles given generally indicate the office held by the Commentator at ^ 
the time the criticism was penned. 



WHAT MEN SAY OF T'.IE -SCIENCE OF RAILWAYS/' 

"I heartily commend the work to all desiring to be posted on the various subjects 
treated."— J. W. Sullivan, Superintendent Kansas City, Memphis and Birmingham Railroad. 

" The work is one of the most instructive upon railway matters ever presented to the 
railway army. It goes into details and covers every branch of the service, and men in all 
branches can gather information which can not be found in any other work upon railway 
matters." — J. L. McCollum, Superintendent Western and Atlantic Railway. 

"I consider the 'Science of Railways' highly interesting and instructive to railroad 
men. I can most heartily recommend it." — E. Vv. Grieves, Superintendent Car Department, 
Baltimore and Ohio Railroad. 

•'A guide for railway men in any branch of the service."— C. H. Hartley, Superintendent, 
Kaukauna, Wis. 

"A very valuable work for all who wish to follow the business of railroading as a profes- 
sion, being complete in every detail and a work that no progressive railroad man can afford 
to be without."— D. Bukkhalter, Superintendent Southern Pacific Company, Bakersfield, Cal. 

"Contains a vast amount of useful and valuable information. Every man who intends 
making railroading his profession should be in possession of these volumes, which give a 
general and practical knowledge of details in all branches of the service."— W. B. Mulvey, 
Superintendent Southern Pacific Company, Houston, Tex. 

"I can recommend this work. Its information covering the Maintenance of Way is par- 
ticularly thorough."— W. Berry, Superintendent Maintenance of Way, San Antonio & 
Aransas Pass Railway, Yoakum, Tex. 

"I consider the work invaluable to anyone who desires to make railroading his occupa- 
tion, as it enables a careful reader to become thoroughly familiar with the operation of all 
branches." — R H. Ennis, Superintendent Transportation San Antonio & Aransas Pass 
Railway. 

"Am very much impressed with the completeness of the work, and think it will prove of 
great value to all railroad men in successfully managing and operating."— J. W. Woods, 
Superintendent Rio Grande Division, Texas & Pacific Railway Company. 

"I do not think it would be wise to do without them where it is possible to have them. I 
am satisfied that, should any of onr employes invest in this work, they will be repaid many 
times over." — W^. B. Lyons, SuperintendentMissouri, Kansas & Texas Railway, 

"It is very valuable for any railroad man to possess who expects to make a success of rail- 
roading." — E. W. Campbell, Division Superintendent Texas & Pacific Railway. 

"A work of merit well worth the attention of all men in railway service." — H. E. Van 
HousEN, Superintendent Oregon Short Line. 

"A very valuable work, containing information which is of great value to railway 
employes regardless of what departnaent employed in."— J. P. O'Brien, SuperintendenttOre'- 
gon Railroad & Navigation Company, Portland, Ore. 

" Every man connected with the railway service should have them. I find them to be 
more than'represented."— W. G. Christmas, Superintendent Kanawha & Michigan Railway 
Company (Ohio Central Lines), Charleston, W. Va. 

" The value of this most complete and exhaustive work cannot well be overestimated."— 
A. E. Law, Superintendent Northern Pacific R'-llway Company, Minneapolis, Minn. 

"Instructive in every part; an opportunity to obtain knowledge of the practical workings 
of railroad business that I would not miss, and cannot be obtained without many years of 
experience." — T.R. Jones, Assistant Superintendent Southern Pacific Company, Sacramento. 
Cal. 

"The cogent and exhaustive manner in which the various subjects are so intelligently 
treated, together with the numerous illustrations, render the work of especial interest and 
value to all in any vf ay interested in railway work, no matter in what department or capa- 
city,"— M. M. Fowler, Assistant Superintendent Northern Pacific Railroad, St. Paul, Minn. 

"I have read the revised edition of 'The Science of Railways' with a great deal of 
plf^nsure and consider it a most valuable work for a railroad man. 1 strongly recommend all 
employes in our service to strain a point and subscribe therefor as I think they will get their 
money's worth." — J. A. MuiR, Superintendent Southern Pacific Company, Los Angeles. 



"By far the best work ever written on the subject." — W. R. Martin, Superintendent, 
El Paso & Northeastern R'y- 

"The books contain valuable and instructive information for officers and employes of 
railway companies." — W. B. Beamer, Superintendent, Southern California R'y. 

"Have taken the time to look it through thoroughly, and consider it a very valuable work, 
and can, without hesitation, highly recommend the same to anyone wi^hiag a work covering 
all the details of the railroad." — Thomas Owens, Superintendent, Duluth & Iron Range R. R. 

"A careful study of the work cannot but prove beneficial and of great value to railway 
inen." — W. R. Tiffin, Superintpndent, Grand Trunk R'y. 



WHAT MEN SAY OF THE "BCIEXCE OF RAILWAYS." 

THE MECHANICAL DEPARTMENT GENERALLY 
COMMENDS IT: 

"The ' Science of Railways ' is a railway encyclopedia treating upon the principles and 
practices of railways in such a manner as to make it not only of greM benefit to execntiv^e 
officials and heads of operating and mectianical departments, but is written in such a simple 
yet thorough manner as to not only interest but instruct all grades of employes in the oper- 
ating department from the section'raan to the president, and from the apprentice boy to the 
superintendent of motive power it is valuable alike to all. It is truly a 'Science.' In its 
scope is complete, treating upon everything from a nail to a locomotive." — Robert Quaylb, 
Superintendent Motive Power and Macljinery, Chicago & North-Western Railway Company. 

" It is a work that is greatly needed and one that is very complete and instructive."— S. R. 
TuGGLE, Superintendent, M. P. & M., Houston & Texas Central R. R. Co , Houston, Texas. 

"I can recommend it to be complete and first class in every respect." — G. W. _^utoher. 
Superintendent, M. P. & M. S. & R. P. R'y Co., San Antonio, Texas. 

"I have found the new and revised edition of the ' Science of Railways ' very interesting 
and instructive; that part treating of Railway Equipment, covering as it does all methods of 
transportation from the early days to date, is especially interesting to motive power people, 
and no less interesting is the full exposition of methods of work in other departments of 
railway business, and is an opportunity to acquire knowledge that should not be missed by 
any railway employe." — H. J. Small, Superintendent Motive Power Southern Pacific Com- 
pany. 

*' It contains a vast amount of information of inestimable value to those engaged in rail- 
way service, as well as the general public, and will be found particularly valuable for those 
who aim to master the intricate subject so graphically treated by the gifted author." — 
Wm. O'Hkrin, Superintendent Machinery and Equipment "Missouri, Kansas & Texas Railway. 



**The best words that lean pen but very inadequately express my opinion of the boon 
conferred on readers in connection with transportation by Marshall M. Kirkman in his work 
'The Science of Railways.' " — E. H. Eastebbrook, Master Mechanic Union Pacific Railway. 

"It is what employes need if they expect to follow railroading."— James Maglbnn, 
Master Mechanic Seaboard Air Line Railroad. 

" A most excellent work and one that should be in the hands of every progressive railroad 
man." — N. E. Symons, Master Mechanic Mexican Central Railway. 

"It will have a place among the standard books of the country." — Wm. Hassman, Master 
Mechanic Illinois Central Railroad. 

"I am profoundly impressed by the general scope and depth of manner with which the 
subjects are treated." He commends the author for so presenting the subject as to lead the 
reader to concentrated and useful thought on railway subjects. He believes the work to be 
particularly useful to execv.tive officers and others handling large force? of men. In this 
view of the subject Mr. Browning emphasizes that portion of the work devoted to organiza- 
tion and administration.— T. R. Brown, Master Mechanic Pennsylvania Railroad. 

"The work has proven a very interesting one, and is valuable to those who desire a com- 
prehensive knowledge of railroads." — J. B. Michael, Master Mechanic Southern Railway. 

"A library is incomplete without it. It is valuable because it is the production of one 
who obtained the knowledge given in the work by actual experience."— S. A. Teal, Master 
Mechanic Sioux City and Pacific Railroad Company. 

"A very valuable work to railroad men in all branches. It is interesting as well as 
Instructive."— F. H. McGee, Master Mechanic Seaboard Air Line. 

" Just what every man in the railway service needs if he ever expects to make himself 
proficient in his business." — F. M. Dean, Master Mechanic Dakota Central Railroad. 

" Contains a vast amount of useful information for railway men, that has not heretofore 
been published." — F. C. Losey, Master Mechanic Illinois Central Railroad. 

" One of the most valuable works on railway practice in the world."— R. H. Brigqs, Mas- 
ter Mechanic Kansas City, Memphis and Birmingham Railroad. 

"Anyone desiring to procure the work will be beneficed, and will profit thereby."— J. F. 
Graham, Master Mechanic, Portland, Ore. 

"I am fully satisfied thay are as represented, and a valuable work for all railway men to 
possess an(» study." — C. T. McElvanbt, Master Mechanic Missouri, Kansas & Texas Railway 
Company, of Texas. 

"Comprfchensive and full of useful information."— E. Rtan, Master Mechanic Southern 
Pacific Company, San Antonio, Tex. 

"It giveri me pleasure to recommend . . . the revised edition of the ' Science of Rail- 
wev3.' It is very interesting and instructive. "~R. E. Fbbnou Master Mechanic Scathenx 
V>acific Company, Bakersfield, CaL 



WHAT MEN SAY OF TFTt^ 'SCIENCE OF RAILWAYS." 

THE FISCAL DEPARTMENT ATTESTS 
ITS VALUE: 

"Of inestimable value to any who may oe interested in the subject." — A. V. Tomlin, 
Treasurer, M. K. & T. R'y, Dallas, Texas. 

" A valuable and most useful contribution. ... It should be in the hands of every 
railroad man."— John H. Shakp, Treasurer Seaboard Air Line. 

" Every railroad man should have it in his library."— F. D. Comstock, Treasurer Cleve- 
land, Cincinnati, Chicago and St. Louis Railway. 

"Permit me to congratulate you upon having accomplished that which will continue 
your service and your reputation in the direct line of your life work, long after you shall 
have withdrawn " from its active duties."— Joseph B. Redfield, Assistant Secretary and 
Auditor Chicago and North-Western Railway. 

"Giving, as it does, valuable information in all branches, . any young man who 

intends to be a practical railroad man can not afford to be withou. it." — Gilbert S. Wright, 
Secretary and Treasurer Evansville and Terrc Haute Railroad Company. 

•' . . . A most complete work of the kind covering the range of subjects dealt 
with " — T. Williams, Treasurer Intercolonial Railway of Canada. 

"I am impressed with the thoroughness and perspicuity of the author's explanations. 
. . Those wishing to post themselves fully as to railroad operations cannot do better than 
to obtain this work."— H. M. Abbbtt, Treasurer Atlanta and West Point Railroad Company. 

"A very valuable and helpful work."— A. D. Bletcher, Secretary Great Northern Rail- 
way Association. 

"In my judgment the value of the work is inestimable to railway employes generally."— 
A. J. Stobbart, Secret>ary Minnesota Transfer Joint Car Inspection Association. 

" I think the work of great value to railroad men desirous of studying their profession, 
and recommend it."— Henry Michelsen, Secretary to Receiver and General Manager Union 
Pacific, Denver and Gulf Railway, Denver, Colo. 

" An encyclopedia that shoula be in the hands of every railroad man." — H. W. Olivbr, 
Secretary, Treasurer and Auditor Atlanta, Knoxville and Northern Railway. 



" A work of great value, and from its general principles and practice is to be commended 
to all who are interested in railways."— H. D. Bulklet, Comptroller Baltimore and Ohio 
Railroad. 

" I find the volumes of great practical benefit for reference purposes. . . . This work 
l8 nothing less than encyclopedic. The entertaining style in which it is written renders is 
interesting to all railroad men." — Charles H. Davis, Comptroller Cincinnati, New Orleans 
and Texas Pacific Railway and other companies. 

" The more I study the work the more I am astonished at its magnitude and the complete- 
ness with which the ground is covered. Its study will be of great benefit to railroad 
employes."— L. A. Robinson, Comptroller Chicago, St. Paul, Minneapolis and Omaha Railway. 

"The work has intrinsic merit. During my railway service I have seen the practical 
value of Mr. Kirkman's writings demonstrated. "—Cyrus Garnsby, Jr., Assistant Comptroller 
Kansas City Port Scott and Memphis Railroad. 

"Language has neither length, breadth, nor depth of expression to fully convey to others 
my high appreciation of Mr. Kirkman's great work. . . . . To the young and ambitious 
railroader, who is governed by the laudable resolve to qualify himself for promotion in his 
chosen profession, I especially commend this work as the most perfect educator he can 
possess."— J. D. Maney, Comptroller Nashville, Chattanooga and St. Louis Railway. 

"It affords all classes of railroad employes and students of railroad transportation an 
unsurpassed opportunity to profit by the experience of one so competent in that line, and to 
become the possessor of knowledge otherwise only obtainable by long years of close applica 
tion and hard labor."— M. Riebbnack, Assistant Comptroller Pennsylvania Railroad Com- 
pany. 

"The transportation interests . . . are under many obligations to Mr. Kirkman for hie 
Intelligent labors, conspicuously spent in the elucidation of the grave problems bearing 
upon this important factor in our commercial and economic relations."— G. W. Booth, 
General Auditor Baltimore and Ohio Railway. 

"Mr. Kirkman's work will result in more eflBcient service on the part of railroad men. 
It is a most exhaustive treatise, covering every branch of railway service." — S. G. Johnson, 
General Auditor St. Louis Southwestern Railway. 

"It should be in the hands of every railroad employe." — P. A. Healy, General Auditor 
South Carolina and Georgia Railroad. 

"lam pleased to add my testimony to the belief in the practical value of Kirkman's 
'Science of Railways' as a text book for railroad men. Railroad employes can profit by a 
^^reful study of this work."— E. S. Benson, General Auditor Oregon Railroad & Navigation 
Company^ 



APR 24 19U 

WHAT MEN SAY OF THE "SCIENCE OF RAILWAYS." *vS^ 

THE TRAFFIC DEPARTMENT ADDS ITS 
TESTIMONY: 

"They make a whole library on railway instruction, and will surely do much towar«? 
educaiing the coming railway officials In a thorough and practical way for the bettor fulfliV 
ment of their duties." — C. L. Wellington, Traffic Manager Wisconsin Central Linesi"^ 



•• Contains a vast amount of useful and valuable information, presented in a most inter- 
esting and readable manner."— H. C. TowNSEND General Passenger and Ticket Agent Mis- 
souri Pacific Railway. 

" * The Science of Railways' is of inestimable value to railroad men who are studiously 
inclined, and desire to acquire a comprehensive knowledge of the management of railroads 
in all departments."— J. R. Peachy, Assistant General Freight Agent Illinois Central Railroad. 

" I consider that I have made a good investment."— E. J. Seymour, Assistant General 
Freight Agent Chicago and North-Western Railway. 



"A mine of information, systematically arranged, and elucidated so clearly as to make 
It invaluable for reference." — Charles O. Scull, formerly General Passenger Agent Baltimore 
and Ohio Railroad Company. 

" I think it a most excellent work, and one that will be of great service to any employe. 
— R. I. Cheatham, Division Freight Agent Seaboard Air Line. 



"The 'Science of Railways' cannot possibly be too highly recommended to railroad 
men."— S. M. Hibbard, General Baggage Agent Kansas City, Fort Scott and Memphis Rail- 
toad Company. 

"Replete with information invaluable to everyone interested in railway mattere. The 
subjects are exhaustively treated and highly entertaining, which together with the happy 
illustrations must suggest to the reader the wonderful genius and learning of the writer. I 
trust you may be able to place a set of these books in the hands of every progressive railroad 
man in the country."— S. A. Smart, General Baggage Agent Great Northern Railway. 

•* It is a yery valuable work . . . something that all railroad men should have. . . . 
If its suggestions were lived up to, the railroad companies throughout the United States 
would save thousands of dollars yearly on excess baggage alone."— A. Traynor, General 
Baggage Agent Union Pacific System. 

NOTE.— Because of the thoroagh manner In which the question of handling baggage !■ treated, Mr. Traynoir especially 
recommends every General Baggage Agent to secure a copy of the work. 

*' I consider the work very complete, and a great benefit to all classes of railway men. i 
would be glad to have volume VI read by all employes of the baggage department, feeling 
satisfied that the service would be greatly improved thereby." — H. A. Winter, 'formerly Gen- 
eral Baggage Agent Illinois Central Railroad Company. 

"The able manner in which it treats of all branchies of the railway service makes it 
Invaluable to any one in that line of business."— J. T. LotfAN, General Traffic Argent Rio 
Grande, Sierra Madre & Pacific Railway. 



"It opens a new avenue of thought to the thinking man, and a more general familiarity 
with the truth therein will tend greatly to batter down the popular prejudice which so 
unreasonably exists against railroad corporations. It should occupy the same position of 
respect with railroad men as do Blackstone's ' Commentaries ' with the legal profession." — 
W. E. Hunter, Claim Agent Pittsburgh, Cincinnati, Chicago and St. Louis, Railway Company, 
Richmond, Ind. 

"The work is not only instructive and useful, but entertaining as well, and the fact thnt 
it is written by a man of Mr. Kirkman's reputation is sufficient guarantee that it is of the first 
quality and will benefit any reader." — W. C. Marshall, Claim Department Minneapolis, St 
Paul and Sault Ste. Marie Railway. 

" ' The Science of Railways ' is a work of facts pertaining to the transportation world and 
ihe operation of railroads in every detail." — Charles C. Wurst, Investigator Northern Pacific 
Railroad, St. Paul. 

" Of inestimable advantage to railroad men."--J. H. Ashley, Car Service Agent Kansa«f 
Qlty Fort Scott and Memphis Railroad. 



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